Apparatus for stabilizing high speed trains



Nov. 23, 1937.

Kl P. BILLNER APPARATUS FOR STABILIZING HIGH SPEED TRAINS Filed March 13, 1935 FIG?) El kiw :51

INVEN TOR.

Patented Nov. 23, 1937 APPARATUS FOR .STABILIZING. HIGH SPEED TRAINS Karl P. Billner, New York, N.

Application March 13, 1935, Serial No. 10,904 2 Glaims.- (c1. lea-242) lviy present invention relates to the stabilization of high speed trains when encountering a curve to prevent derailment. In my Letters Patent No. 2,046,310, dated July '7, 1936, I have discussed the question of stabilizing high speed trains in rounding curves which have been designed in times past for taking care of materially lower speeds than those which are considered desirable under present conditions.

This invention is a development of the apparatus disclosed in my said patent and is designed to take care of unusually sharp curves which are most frequently encountered in sections of track adjacent to city yards or in approaching stations.

In my said patent I disclose an apparatus in which the tractive effect between the wheels and rails is increased magnetically to reduce the danger of derailment either by magnetizing the wheels or by employing separate electro-magnets carried by the cars with their polar faces closely adjacent to the rails, the flow and volume of current employed being automatically controlled by a centrifugal devices, such as a pendulum, which comes into action when the trains enter a curve.

In view of the fact that a perceptible time lag exists in building up the magnetic effect to maximum there might be danger, when a train rounds a very sharp curve at high speed, of the magnetic effect failing to reach the desired high value to secure a safe increase in traction before it is too late.

Therefore, the object of my present invention is to provide means whereby the magnetic effect can be brought about automatically, independent of centrifugal action and while the train is still on a straight track so that when the train enters the curve maximum conditions of safety will be presented.

In order that my invention may be better understood attention is directed to the accompanying drawing forming a part hereof and in which Figure 1 illustrates schematically a curve in a 45 railroad track with a straight line of track at each end and showing diagrammatically the preferred arrangement of guide or deflector for carrying the invention into effect,

Figure 2 a cross sectional view through the 50 tracks and guide, showing a pendulum for controlling the flow of current to the magnetic devices as disclosed in my said application, and

Figure 3 a diagrammatic view illustrating a suitable circuit arrangement for carrying my 55 invention into effect.

In these views like parts are represented by the same numerals.

The track shown in outline in Figure 1 by the numeral 4 includes a curve of relatively short radius. end of the curve is a guide I which as shown in Figure 2 may be in the shape of an angle iron carried upon the ties and may be conveniently of the outline shown. That is to say, each guide commences at a point in the straight line track 10 adjacent the inside rail and gradually extends toward the outside rail reaching it apex of maximum deflection preferably at a point some distance beyond the beginning of the curve represented by the line 2-2 crossing the rails in Fig- 15 ure 1. From this position of maximum deflection the guide curves more sharply and extends toward the inside rail. Such a guide as explained is placed at either end of the curve so as to take care of trains passing in both directions. 20

An arm 2 carried by each car connects with the pendulum 3 which corresponds with the pendulum disclosed in my said patent for controlling the current supplied to the magnetic devices. Therefore, when a train approaches a curve but 25 before entering the same, the arm 2 will be moved to one side thereby gradually applying the current to the magnetic devices and thus increasing the tractive effect.

When the train actually enters the curve cen- 30 trifugal forces will cause the pendulum 3 to remain in position to keep the current applied.

It will be seen that this effect takes place regardless of the direction in which the train moves. The curved rear end of each guide is preferably employed in order that the arm 2 may contact with the outer face of the guide I in case the train is travelling at such a low speed that the centrifugal forces will not be sufiicient to maintain the arm 2 in position to engage the guide I in its position nearest the outside rail.

In the drawing, I illustrate a convenient mechanical and electrical arrangement embodying my invention. The usual flanged wheels 5 ride upon the rails 4 and are adapted to be magnetized by the magnets 6 as shown in said patent. The axle I carries insulated rings 88 by which the current is supplied to said magnets in order to energize them. Current is supplied to the rings 8-8 from lines 99 (see Figure 3) connected in parallel with main wires H). A suitable rheostat l! is interposed in series with one of the mains as shown and is engaged by the usual rheostat arm l2, whereby current from the battery l3 or other source will be supplied to the Mounted between the tracks 4 at each 5* the rails are not provided with the usual webs but are of substantially the same cross section throughout. By thus using rails of large mass and especially by rolling them of supermagnetic steel the tractive effect will be increased torthe maximum with an equivalent increase in safety.

It is obvious that although the added traction developed by the invention when the train travels through curves has as its, primary object the stabilization of the train against the reaction of centrifugal forces, yet this added traction will also to a certain extent result in a braking action on the forward movement of the train. By arranging the guides l as I have explained in such a position that each will form a very slight angle with respect to the track, a very gradual side movement of the pendulum will take place before rthettrain reaches the curve and therefore the braking effect will be less noticeable to the passengers.

Having now explained my invention what I claim as new therein and desire to secure by Letters Patent is as follows:

1; Apparatusfor stabilizing high speed trains' in rounding curves, means carried by the train for magnetically increasing the tractive effect substantially in proportion to'developed centrifugal forces tending to derail the train and means responsive to the centrifugal force for controlling the magnetic effect, in combination with a guide. starting at a straight portion of a track immediately adjacent the curve from a point near the inside rail, said guide being arranged'oblique ly of the rails so as to approach the outside rail at or near the commencement of the curve and a swinging arm carried by the train, said arm operating with said guide to so control the magnetic efiect that the desired increase in traction is secured at or before the entrance" of the train into the curve.

2. Apparatus as recited in claim 1 wherein said guide from its position adjacent the outside rail is curved inwardly to approach the inside rail.

KARL P. BILLNER. 

